Two-cycle engine, combined pump and motor cylinder



1 2 8 6 6 -IUUM Aug. 17, 1948. c. B. SUES 2,447,041

- TWO-CYCLE ENGINE, COMBINED PUMP AND MOTOR CYLINDER Filed Dec. 18, 1944 6 Sheets-Sheet 1 INVENTOR. CFI EL-B- Sues BYQMIQN fl TTORNEY.

fawn-NH E 36 Aug. 17, 1948. c su s TWO-CYCLE ENGINE, COMBINED PUMP AND MOTOR CYLINDER 6 Sheets-Sheet 3 Filed Dec. 18, 1944 INVENTOR. CARL B- Sues Aug. 17, 1948. c, B, su s 2,447,041

' TWO-CYCLE ENGINE, COMBINED PUMP AND MOTOR CYLINDER Filed Dec. 18, 1944 6 Sheets-Sheet 5 INVENTOR. CHIQL. l5,- SUBS flTTOE/VEY- g- 1943- c. s. SUES TWO-CYCLE ENGINE, COMBINED PUMP AND MOTOR CYLINDER 6 Sheets-Sheet 6 Filed Dec. 18, 1944 4 INVENTOR. CARL B. 5 (/55 13min 5% Patented Aug. 17, 1948 Lissa when UNITED STATES PATENT OFFICE TWO-CYCLE ENGINE, COMBINED PUMP AND MOTOR CYLINDER 22 Claims.

This invention relates to internal combustion engines, and more especially to a Diesel type engine having compression ignition or explosion.

An object of the invention is to provide two cycle engine, combined pump and motor cylinder of the type under consideration having reduced weight per unit of horse-power made possible by simplified construction wherein the supply Of air available for combustion is greatly concentrated.

Another object of the invention is to provide in an engine of the character described higher efficiency because of higher supercharge pressures possible by novel cooling means accomplished by using a great deal more air flowing through the engine than would be necessary to produce its graded horse-power output.

An additional object is to provide in an engine of the character described improved or increased efficiency due to more effective cooling vo the engine parts wherein the heat from these parts is utilized in the fuel combustion processes.

A further object of the invention is .to provide in an engine of the character described means and a method of cooling which does not require the use of water jackets and wherein the engine is substantially and internally air cooled thus permitting lower weight per unit of horse-power.

A further object of the invention is to provide an engine of the character described adapted for operation in reduced temperatures, such as aircraft at high altitude, wherein efliciency is maintained because of the utilization of the principal of internal air cooling.

Another object of the invention is the provision of an engine in which the structure is simplified by the substantial elimination of a cam shaft due to the operation of the engine as a two-cycle type wherein the only valve is an exhaust valve actuated directly from the crank shaft.

A further object is the provision of an engine of the character described wherein maximum supercharge pressure may be m intained even at low speeds, which function is impossible with ordinary turbosupercharging auxiliaries, and results in a proportionate torque curve over all speed ranges.

Another object is the provision in an engine of the character described of a novel hydraulic control system which provides automatic regulation of the supercharge pressure in respect to the fuel injection pressure which is directly proportional to the engine load.

A further object of the invention is to provide a novel lubricating means which include a centrifugal unloader which serves as a hydraulic speed determinator and also serves to increase the lubricating pressure and flow as the speed increases.

Still other objects of my invention include providing such means that are positive in operation, convenient in use, economical of manufacture, relatively simple, and of general superiority and serviceability.

The invention also comprise novel details of construction and novel combinations and arrangements of parts, which will more fully appear in the course of the following description. However, the drawing merely shows and the following description merely describes embodiments of the present invention, which is given by way of illustration or example only.

In the drawings, like reference characters designate similar parts in the several views.

Fig. l is a top view, partly broken away, of the engine comprising my invention.

Fig. 2 is a side elevation view, partly broken away and partly in section, of the same.

Fig. 3 is a fragmentary view, in section, taken along the line 3-3 of Fig. 2 showing the supercharge pressure dampening valve.

Fig. 4 is an enlarged view, in section, taken along the line 44 of Fig. 6 showing the inlet and exhaust valve housing structure and associated parts.

Fig. 5 is .a sectional view of the same taken along the line 55 of Fig. 4.

Fig. 6 is a sectional elevation through the engine, the section being taken through one of the cylinders.

Fig. 7 is a fragmentary sectional view taken along the line 'l-'l of Fig. 5.

Fig. 8 is an enlarged fragmentary section taken along the line 88 of Fig. 6 and showing the upper piston.

Fig. 9 is a view similar to Fig. 4 showing the exhaust valve in closed position.

Fig. 10 is a view similar to Fig. 6 showing a piston positioned after a movement of the crank shaft of about 30 from that of Fig. 6.

Fig. 11 is a sectional view taken along the line H--H of Fig. 13.

Fig. 12 is a fragmentary transverse section showing one of the apertures in the valve plate seen in Figs. 8, 11 and 13.

Fig. 13 is a view similar to Fig. 8 showing the piston and valve positions after the piston has been raised from the position shown in Fig. 8.

Fig. 14 is a cross section view of one of the connecting rods.

Fig. is a view similar to Fig. 4 showing the fuel control check valve in closed position.

Fig-1-6 is a view similar to Fig. 15 showing the exhaust valve in partially open position.

Fig. 17 is a view similar to Fig. 6 showing the pistons at the extreme upper end of the stroke. Fig. 17a is a detail of a check valve construction.

Fig. 18 is a view similar to Fig. 17 showing the pistons nearly at the lower end of their stroke.

Fig. 19 is a view similar to Fig. 1 showing the hydraulic supercharged pressure control system, partly in section.

Fig. 20 is a fragmentary view, in sectional elevation, showing the exhaust valve rocker arm and push rod features.

Fig. 21 is a fragmentary elevation view showing one of the idler sprockets for the exhaust valve control shown in Fig. 20.

Fig. 22 is a sectional view taken along the line 2222 of Fig. 2.

Fig. 23 is a fragmentary view, partly in section, showing the centrifugal unloader for the lubricating oil pressure.

Fig. 24 is an enlarged sectional view taken along the line 2424 of Fig. 23.

Fig. 25 is a sectional view taken along the line 25-25 of Fig. 13.

Fig. 26 is a vertical sectional view through a fuel injection pressure regulator adapted to be connected ahead of the regulator shown in Figs. 27 and 28, or the regulator shown in Fig. 29.

Fig. 2'1 is an elevation view, in section, of the hydraulic control motor regulator.

Fig. 28 is an elevation view, partly broken away, of the hydraulic regulator, shown in Fig. 2'1, as seen at right angles thereto.

Fig. 29 is an elevation view, in central section, of a modified form of hydraulic control.

Referring more particularly to the drawings, I show my engine having a lower cylinder housing 3| which provides bearings 32 for a crank shaft 33 to which are suitably secured a plurality of connecting rods 34. The engine shown has four cylinders, and it will be understood that reference herein to a cylinder or part thereof is duplicated in all four cylinders except where otherwise stated. It is to be understood, however, that an engine having two or more cylinders may be constructed 'in accordance with the present engine. A lower piston 35 is connected to each connecting rod 34 and is reciprocable in a lower cylinder and precompression chamber 36. A plate 31 extends across the top of the cylinders 36 and supports an upper cylinder base 38, one for each cylinder. Each cylinder 38 has an enlarged lower portion 36a to which is secured a crank case or pan 39 individual to each cylinder. An upper cylinder 48 is positioned on each base 38 in which is reciprocable an upper or main piston member 4|. A piston rod member 42 is suitably secured to piston member 4| and is also secured as by threaded connection to lower piston 35, from which construction it will be clear that pistons 35 and 4| reciprocate as a unit, piston rod member 42 passing through a central ring sealed opening in base 38 and also plate 31. A plate 43 extends across upper cylinders 48 and secures walls 44 on the upper portions of cylinders 36, which walls form a super-charge pressure receiver 45. Walls 46 are extended around the sides and ends of lower cylinders 36 and provide an air inlet chamber 41 in communication with a duct 48 at the rear of the engine, which duct is in communication with an air inlet manifo d.

58, a suitable housing for which is provided. Cylinder portion 36a and crank case 39 form a precompression chamber 5|, there being ports 52 having check valves 52a in cylinder portion 36. An exhaust manifold 53 is provided outside of inlet manifold 58. Cylinder portions 36a are provided with ports 54 having check valves 55 therefor normally retained in closed position by springs 56.

Lower piston 35 is provided with a passage 51 communicating with a bore 58 in piston rod 42. Piston member 4| has a knocker pin 59 on the top thereof which unseats a valve member for the combustion chamber, as will be more fully described hereinafter. The upper end of piston rod 42 is formed with a piston portion 68 which is suitably secured to piston member 4| and has compression sealing rings 6| engaging the inner wall of cylinder 48. The upper end of piston rod 42 is formed with a. valve seat 62 for a valve 63 and a plurality of ports 64 communicate with vertical passages 65 in piston members 4| and 68. A valve 68 is located in the upper portion of each passage 65 and when seated closes the passage, the valves 66 being provided with bosses 66a on the upper portion thereof to provide spacing between the valve and an annular valve plate member 81 having a plurality of inclined ports 68. An annulus 69 is secured to piston member 68 and has secured thereto a plurality of downwardly projecting pins 18. Cylinder base members 38 are each provided with a plurality of webs 1| which form passages between a chamber 12 and supercharge receiver 45, and an annular valve 13 is positioned to be reciprocable in chamber 12 and is adapted to close a plurality of ports 14 in plate 31 and a similar number of ports 15 in cylinder bases 38. On the downward stroke of the piston, pins 18 push valve 13 down on ports 14.

A cylinder head block 16 is provided for each upper cylinder 48 and each block 16 has an opening 11 in the top thereof, and a pair of laterally extending exhaust passages 18. Each upper cylinder 48 has a top opening 19 forming a valve seat for an exhaust valve sleeve 88 which has a lower annular valve seating edge 8| adapted to seat, when closed, on valve seat 19.

An inlet valve housing 84 is secured as by bolts 85 to cylinder head block 16, and a pair of laterally extending leaf springs 86 are secured on block 16 held by housing 84 and bolts 85. Springs 86 resiliently support a bearing pin 81 which pivotally carries a rocker arm 88, one end of which is bifurcated and carries bearing pins 98 which pivotally support valve sleeve 88. The other end of rocker arm 88 is threaded for a bearing stud 9| which has a lock nut 92 thereon, and the lower end of stud 9| is rounded for engagement in the dished end of a push rod 93 which has a shouldered portion 94. Push rod 93 extends through a threaded sleeve 95. Sleeve 95 has threaded engagement in a collar 96 suitably supported in the top of cylinder block 16, and a cam roller 91 is secured at the lower end of push rod 93 and rides on a cam 98 on crank shaft 33, there being provided a step 99 such that the radius of cam 98 increases gradually from the step 99 during the rotation of the cam.

Sleeves 95 each have a flanged portion forming sprocket teeth |8| adapted to be engaged and turned by one or the other of a pair of chains I82 which are secured so as to operate together by a bar |83 which has a. pin I84 secured to a.

- downwardly in a bore MI in member I31.

whims.

piston rod I05 which is reciprocable, and the ends thereof will move in cylinders I06 and I01 in a manner to be more fully explained hereinafter.

A plurality, four in number, of idler sprockets I08 (Fig. 21) are mounted on each cylinder head block 16 by a stem I09 which is pivotable in a bearing stud I I suitably secured in block 16 and provided with a lock nut I I I. It will thus be seen that when piston rod I is pushed to the right or left, as seen in Fig. 19, chains I02 will be pulled, turning sprockets I08 and sleeve 95, which will be raised or lowered in collar 96, thus increasing or decreasing the distance push rod 93 can be pushed down because of the engagement of shoulder 94 with sleeve 95 thereby limiting the rocking movement of rocker arm 88 and with it valve sleeve 80, whereby to increase or decrease the maximum opening of the exhaust space provided by annular portions BI and valve seat 19.

Piston I05 and cylinders I06 and I01 comprise a hydraulic motor control device II2, to be more fully described hereinafter.

Valve housing 64 has a cylindrical portion II4 provided with packing rings II5 for the bore of valve sleeve 80 which, as stated above, is reciprocable externally of portion Il4. A bore I I6 extends vertically through housing 84 and has an annular enlargement or chamber II1. A flange member or spray nozzle II8 extends upwardly in the lower portion of bore I I6 and is secured by a threaded cap H9 and the flanged portion of member II8 seats against the lower face of cylinder portion I I4 which is provided with a, spiral groove I (Fig. '7).

An injection bomb member I2I is threadedly secured to member II 8 and cylindrical in form but spaced by a space I22 from the inner wall of valve sleeve 80 which space forms a clearance or bleed off passage for operation of the exhaust valve sleeve.

A fuel inlet pipe I24. is connected into each inlet valve housing 84 and into chamber H1 and an outlet pipe I25 is similarly connected, which pipe I25 connects to the inlet pipe I24 of the next cylinder such that a supply of inlet fuel is provided in all of chambers H1 at substantially the same pressure.

Cap member H9 is seen to be spaced from the walls of bore I I6 such that fuel from chamber II1 may enter chamber H6, and a fuel inlet opening I26 is provided in the top of cap II9. Flange member H8 is provided with a, bore I21 extending downwardly in the upper portion thereof and a plurality of diagonal bores I28 extend from bore I21 into a chamber I30 in bomb member I2I. A check valve member I3I is provided with a bore which is guided on a boss extending downwardly from member H8 and is provided with a plurality of side ports I32 and a bottom port I33 and contains an injection release valve I34, which, when seated, closes ports I32 and I33, and valve I3I closes a port I35 in the bottom of bomb member I2I. Valve I34 is unseated by knocker pin 59 on piston member 4|. A bore or passage I36 extends diagonally through member II 8 and communicates between the inner end of spiral passage I20 and the interior of check valve member I3I A needle valve housing member I31 is threadedly positioned in the top of bore I I6 and secured thereon by a, lock nut I38, and a needle valve stem I39, secured by a lock nut I40, extends A compensating bellows element I42 is secured on member I 31 and a needle valve I46 extends downwardly therefrom and controls fuel inlet opening I26, a ball check valve I43 being positioned within cap member II9 and adapted to close bore I21. A passage I44 extends laterally in housing I31 and communicates with bore MI and has an external pipe connection I45 as will be more fully explained hereinafter. Pipe I45 connects through a fitting and passage in cylinder head block 16 and the top of cylinder 40 such that combustion characteristics are transmitted to the interior of bellows I42 as controlled by needle valve I39.

Oil and fuel are supplied to the engine under pressure supplied by a duplex pump I41 to which are connected a fuel inlet pipe I48 from any suitable reservoir and a fuel pressure supply pipe I49 which is connected to the inlet pipe I24 of inlet valve housing 84 of the end cylinder. A lubricating oil inlet pipe I50 is connected to pump I41 from a suitable reservoir or supply of lubricating oil, and a, lubricating pressure supply pipe I5I is connected from pump I41 to front bearings 32 of crank shaft 33 and oil is thereafter forced through the crank shaft for lubrication of all of the bearings in conventional manner, the bearings being sealed to prevent oil spray to the air passing therethrough. A lubricating oil pressure pipe I52 is connected by a T connection from pipe I5I to a cross head metering device I53 and thence through a lubricating line header I54 to the pro-compression and working cylinders for lubricating the rings of the pistons.

As stated hereinabove each inlet valve housing has an outlet pipe I25 connected to the inlet pipe I24 of the next adjacent cylinder valve housing, and the end cylinder valve housing.

Outlet pipe I25 is connected by a pipe I55 to a fuel injection pressure regulator I56 (Fig. 26) which has an outlet pipe connection I51 which connects to a T fitting I58 from which a pipe I59 leads to a hydraulic motor control regulator I60 (Figs. 27 and 28) having an inlet port I6I. A pipe I62 is connected between a port I63 of regulator I60 and cylinder I06 of a hydraulic motor control device H2. A pipe I01a leads from T fitting I58 to cylinder I01 of control device II2.

A pipe I64 leads from a port I65 in regulator I60 to the main fuel storage means. A pipe I66 leads from a port I61 to the fuel supply or drip means or reservoir. A pipe I68 is connected to a fitting I69 on the top of regulator I60 and communicates with a supercharge pressure bellows I10 therein. Pipe I 60 connects the bellows with a supercharge pressure dampening valve I1I (Fig. 3) secured on and opening through wall 44 which forms supercharge pressure receiver 45. Valve I1I has a valve orifice I12 and a needle valve stem I13 provided with a knurled head by which the needle valve may be adjusted to vary the amount of the valve orifice opening.

I show a gauge I15 positioned on wall 44 for reading the supercharge pressure in chamber 45, and I further show a gauge I16 on wall 46 and connected with, and adapted to, indicate the pressure of lubricating pressure line I52 or I54. Bellows I10 has a, piston portion I11 within a sleeve I18 which has a semi-circular port I19 communicating with port I6I and pipe I59 such that i modified form of regulator, the modifications, however, relating to other features. Sleeve I18 is open at the bottom which opening communicates with port I65 and is controlled by a valve I80 seated on a spring I8 I, the pressure of which may be controlled and varied by an adjusting screw I82 extending through the bottom of the regulator housing.

In Fig. 29 I show a modified form of regulator IBM in which the valve is designated IBM. and includes a stern I83 adapted to engage the end of piston I11. A stem I84 extends through a bushing I85 in regulator housing I68a. A spring IBIa seats between bushing I85 and valve I80a. A pipe I86 connects with the lubricating pressure line II and the bore of the bushing I85 such that the pressure in pipe I86, if above equilibrium, will seat valve I89a against sleeve I18 and close off communication with port I65 and pipe I64, however, if this pressure is low, valve I80a will open. The inlet to regulator I56 is preceded by valve I 81 seated by spring I88, which in turn is seated on an adjustable stem member I89 by which the fuel injection pressure may be controlled and varied manually.

In Fig. 23 I show a hydraulic speed determinator or centrifugal unloader I98 which is mounted on the rear end of crank shaft 33, and includes a tubular portion I 9I having peripheral passages Which connect with an outlet pipe connection I92 in a fixed portion of the unloader housing. Tubular portion I9I has a plurality of apertures I93 forming valve seats for ball valves I94, and an annular recess external to tubular portion I9I communicates with a passage I95 running through the crank shaft, receiving oil supplied therethrough from supply pipe I5I. Oil which passes through unloader I90 leaves through outlet I92 and a pipe I96 and returns to the oil supply or sump.

In the operation of the engine air enters at the top through inlet manifold or air chamber housing 50 and passes over and around the tops of cylinder head blocks I6 and downwardly through duct 48 into air inlet chamber 41. This fresh cool air performs a cooling function for the cylinder heads and fuel inlet parts thereon. This air from chamber 41 then enters pre-compression crank chamber 5I through ports 54 during the up-stroke, valves 55 being unseated during this movement. When the cross head piston 35 is at its lowermost position air in crank chamber 5I is partially compressed and a portion of it moves up around and above piston 35 and supplements the volume of air present in cylinder 36 and is ultimately forced through ports 14 into supercharge receiver 45.

When the pistons move downwardly the air trapped in crank case chamber 5I is compressed to approximately thirty pounds per square inch, which pressure is transmitted into supercharge receiver 45.

At the end of the downward stroke pins 19 on upper piston 60 move annular valve I3 to close ports 14 and open ports I5, and air from supercharge receiver 45 moves into upper cylinder 40 through ports 15, Fig. 8, until a sufficient pressure has been developed in lower cylinder 36 to move annular valve I3 up to close ports 15. On the downward stroke the supercharged air under piston 68 is then moved up through passages 65 and past valves 66 above piston 4| when cylinder 40 has exhausted below the supercharged pressure below piston 60.

Some of the air drawn into pre-compression chamber 5I during the suction stroke of pistons 35 and 4I moves up through bore 58 in piston rod 42, past check valve 63 therein, and through ports 64 and downwardly through passages 65 and ports 15 into super-charging chamber 45, it being understood that the combustion pressure above piston member 4I holds valves 66 closed during this movement. When the pistons approach or reach bottom stroke the combustion pressure in cylinder 49 becomes less than the super-charge pressure below valves 66, whereupon said valves are raised from their seats and permit this super-charged air to enter cylinder 40 above piston M by passing through ports 68 in annular valve plate member 61, and by virtue of the inclined formation of ports 68 the turbulence of flow follows an orderly centrifugal pattern. This highly induced turbulence, at the rate of eleven hundred feet per second, actually has time and momentum to make approximately one hundred full turns after the fuel has been introduced into the cylinder, when operating at twenty-four hundred R. P. M., thus providing for complete combustion by insuring complete mixing of the fuel and the products of explosion after leaving the bomb chamber I2I. At the bottom stroke pins 10 on annulus 69 engage annular valve I3, opening ports 15 to the super-charge chamber 45 and closing ports 14 to cylinder 36. During the period valves 66 are open the inlet air moving into cylinder 40 forces the exhaust gases upwardly in the cylinder and out through exhaust ports I8, and thence through exhaust manifold 53 to the atmosphere, exhaust sleeve Valve 80 being permitted to open under the positive cylinder pressure by the action of rocker arm 88, push rod 93 and cam 98.

Due to the high velocity of the exhaust gas discharge, due to a pressure of about thirty pounds per square inch, the exhaust function is performed very quickly and may be accomplished through a small opening of valve 80. The flow of air then continues, for the approximately remaining duration of the exhaust valve phase, through the cylinder, past the inclined bottom portion of injection bomb member I2I and out through the exhaust passages, thereby putting all the hot surfaces of the internal engine in direct contact with air which acts as a cooling medium for those parts. On the completion of this function the exhaust valve is closed mechanically by the operation of cam 98, however, the fiow of air from the super-charging chamber continues past valves 66, thereby creating an elevated or super-charged pressure within the cylinder before the piston has had sufiicient time to appreciably function as a compressor. This novel method of super-charging along with the positive displacement source of super-charge pressure offers new means of application to an unlimited super-charge pressure in designs of greater .extremes, making possible engines having specific weight of four or five horse-power per pound and possibly even more.

The super-charge pressure is preferably designated by a valve opening of either varying area or varying time duration. This is explained by virtue of the fact that the engine is displacing a fixed volume of air at each revolution, and unless the air is more restricted at lower speeds than at higher speeds, this fixed volume would have more time to travel through, and consequently would be greatly reduced in pressure.

RQQM

Exhaust valve 80 and injection bomb chamber I2I combine to perform this function through the appl'fization of variable area. This variable area is provided by the amount valve is permitted to open, its opening being accelerated by the pressure in the cylinder at cut-off. The vertical position of sleeve 95 determines the throw of push rod 93 and therefore the amount valve 80 is permitted to open, the position of sleeve 95 being determined by the hydraulic differential or equilibrium, which ever is the case, in the hydraulic motor control device II2. It will be realized that due to the high pressures within the working cylinder, positive means must be provided to insure valve 80 seating firmly on valve seat I9, and this is accomplished by the deflection of springs 86 which support the rocker arm shaft 81. The deflection of these springs is very small with respect to the travel of the valve sleeve 80, therefore, on the closing lobe of the cam the resistance of these springs does not become a factor until the valve is actually closed and the cam is within .008" of its ultimate rise. This final .008" rise should be very gradual because the effort to overcome the spring load will increase in direct proportion to the increasing cylinder pressure throughout the compression stroke.

Fuel is admitted to inlet housing 04 of each cylinder of the engine, as set forth hereinabove, and a supply of fuel is maintained under pressure in chamber II'I. Fuel from chamber II'I' passes upwardly around cap H9 and is admitted through port I26 into bore I21, past needle valve I46 in an amount determined by the pressure present in bellows I42 acting on needle valve I46 which restricts flow past orifice I26. The fuel is then admitted through passages I28 into bomb chamber I30 which operates at an exceedingly high temperature because of its isolation from cool areas, and the fuel in the chamber is ignited by this temperature along with heat of adiabatically compressed air being forced into the chamber sometime during the compression stroke, and creates a high pressure therein since valves I 3I and I34 are seated and closed. Upon the piston reaching top stroke, knocker pin 59 unseats valve I3I and permits the preignited fuel, under its high pressure within chamber I30, to pass through port I35 being deflected generally into the combustion chamber, and exert its pressure upon mixing and igniting with the combustion chamber air in cylinder 40 to be expended on piston 4I, thus providing the work stroke of the engine. Upon completion of combustion, valve I34 is closed by connection with bore I28 when a component of the compression pressure which passes through passage I35 forces check valve member I3I upward when new air charge is bein supplied to bomb chamber I30 during compression stroke prior to combustion. Check valve I 34 is held in upper position against the extension portion of flange member IIB due to the long spiral bleed off passage I20 which is under a reduced pressure during a portion of the downward stroke and is under an increased pressure at the start of the compression stroke. Valve I34 moves downwardly with valve member I3I, thus closing port I35, due to high pressure within chamber I30.

It will thus be seen that combustion does not occur in cylinder 40 until top stroke and the mechanical opening of valve I34 and, therefore, there is no loss of efllciency due to pre-combustion within cylinder 40 before top stroke due to varying conditions of fuel, atmosphere etc. which occur in other types of engine depending entirely upon cylinder pressure compression ignition necessitating early fuel injection. In the engine comprising this invention, pre-combustion is definitely provided for within bomb chamber I30 permitting a conditioning of fuel by high temperature and pre-combustion gasification for a long comparative time although isolating it within the bomb chamber until the mechanical criterion of opening valve I 34 has been accomplished. There is therefore a positive control over actual fuel injection into the working cylinder at all times free from influence of the uncertain and variable period of pre-combustion which occurs in cylinders of this type when the fuel is admitted directly into the working cylinder. and are attended by severe ignition lag which interferes with accomplishing a constant pressure cycle.

Inasmuch as the time of beginning of effective injection of the fuel is positive, the rate of injection may thereupon be controlled by restriction of the fuel inlet which is controlled by needle valve I46, the position of which is controlled and determined by the average effective pressure in cylinder transmitted by pipe I into bore I4I, the effect of which pressure within bellows I42, and therefore on needle valve I46, may be influenced by the amount of the discharge opening of bore I4I which is regulated manually by needle valve stem member I39 in order to balance fuel energy between cylinders.

The fuel injection is further influenced by the effective fuel pressure in chamber II I, which pressure is controlled by the fuel pressure regulator device I56 (Fig. 26) in which, as explained hereinabove, the return fuel flow from the end cylinder pipe I25 is restricted by the permitted spring pressure on valve I81 which can be coni trolled manually. There is thus a differential control on the fuel injection, both from the effective pressure in cylinder 40 and the fuel pressure in chamber I I I, and the differential of these pressures, effective at needle valve I46 determines or varies the fuel injection according to variations in load or speed of the engine.

The hydraulic motor control regulator I60 also performs an isochronous regulation with respect to the varying hydraulic differentials. The fuel flow after it has passed the fuel pressure and engine load control (fuel pressure minimum approximately 100 pounds), passes through pipe I59 and escapes through a continuin by-pass valve I through pipe I64 to the main fuel storage means. This pressure once determined remains constant and is common to the hydraulic control motor II2, pipe I62 and cylinder I06, and exerts this continuing pressure on piston I05. Bellows I10, which controls piston H1, is exerting a force downwardly, or in a port closing position, and is responsive to the pressure in the receiver through pipe I68, and is affected by the super-charge pressure dampening valve I13. If this pressure tends to increase, the regulating plunger will be forced downwardly or in a closing direction by virtue of the fact that the force behind it became greater than the force resisting it. The plunger, however, will continue in motion until an equilibrium has again been obtained. Its downward movement results in rectricting the passage from the supply line creating a higher pressure therein which is connected through the T to the other end of the hydraulic control motor regulator. Restriction here could reach an infinite value. For this reason a line with a check valve returning to the 11 inlet side of the fuel pressure and engine load control |56 is necessary to prevent the pressure from'uiising higher than the injection pressure and resulting in engine acceleration.

This elevated pressure then becomes common through pipe Hl'la, through T fitting I58 to cylintier I01 of the hydraulic control motor H2. This elevated pressure then overbalances the pressure in cylinder I06 on piston I and tends to move the piston to the right, as seen in Fig. 19. Piston I05 is connected with pin I04 on bar I03 to control and move chain I02 and rotate sleeve 95, which as stated above, permits the exhaust valve 80 to open to a lesser degree, thus restoring an equilibrium in the regulated super-charge pressure of the engine. A similar procedure in the opposite direction will occur upon the super-charge pressure becoming reduced due to changes in the operating requirements of the engine.

As set forth hereinabove in the specific description of the engine construction, increased efficiency is achieved by the intake air which passes over, around and through the parts subjected to the highest temperatures, which air is, itself, acting as a cooling medium an amount which contributes to the simplicity of design and ability to control the temperature of internal hot parts under increased heat of combustion due to supercharging, thus permitting higher overall operating temperatures with attending high efficiency due to better temperature control of critical parts. Further efiiciency is accomplished by carburetion of water to a vapor which is admitted to the intake air by a substantially conventional carburetor, it being known that more efficient combustion occurs when the intake air contains a percentage of moisture or water vapor. This function also contributes to the efficiency of the cooling by a more rapid absorption of heat from the hot engine parts, and the intake air has a higher specific heat with an increase in its vapor content.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case, an exhaust valve and a. fuel inlet in said working cylinder head, and a valve in saidfuel inlet adapted to be actuated by said first piston.

2. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a super-charging chamber external to said working cylinder, valve means between said cylinders and said chamber, a crank shaft extending through said crank case, a, connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case, an exhaust valve and a fuel inlet in said working cylinder head, and a valve in said fuel inlet adapted to be actuated by said first piston.

3. An internal combustion engine comprising a working cylinder having a base and a head, a. piston in said cylinder having a hollow rod memher reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and piston rod member, an exhaust valve and a fuel inlet in said working cylinder head and a valve in said fuel inlet adapted to be actuated by said first piston.

4. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pro-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and piston rod member and working cylinder piston, said working cylinder piston having inlet valve means therein, an exhaust valve and a fuel inlet in said working cylinder head and a valve in said fuel inlet adapted to be actuated by said first piston and a check valve in said piston rod member.

5. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder and forming a pre-compression chamber therewith, a super-charging receiver external to said working cylinder, valve means between said cylinders and said super-chargin chamber, a. crank shaft extending through said crank case, a, connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said Working cylinder through said crank case and pistons, an exhaust valve and a fuel inlet in said Working cylinder head, and a valve in said fuel inlet adapted to be actuated by said first piston.

6. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a hollow rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said precompression cylinder, a super-charging chamber external to said working cylinder, a. crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said super-charging chamber through said crank case and piston rod member, an exhaust valve and a fuel inlet in said working cylinder head, and a valve in said fuel inlet adapted to be opened by said first piston.

'7. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder and forming a pre-compression chamber therewith, a, crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and cylinder base and working cylinder piston, an exhaust valve and a fuel inlet in said working cylinder head, and a valve in said fuel inlet adapted to be opened by a knocker pin on said first piston.

81-311 internal combustion engine comprising a working cylinder having a base and a head, a piston in said workin cylinder having a rod member reciprocable through said base, a precompression cylinder having a piston on said rod member, a crank case connected to said Dre-compression cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pro-compression piston, an air inlet to said working cylinder through said crank case and piston rod member and working cylinder piston, said working cylinder piston having inlet check valve means therein, an exhaust valve and a fuel inlet in said work ing cylinder head, and a valve in said fuel inlet adapted to be actuated by said first piston.

9. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a super-charging chamber external to said working cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and working cylinder piston, said Working cylinder piston having inlet check valve means therein, and an exhaust valve and a fuel inlet in said working cylinder head, said pre-compression cylinder having a valved connection to said super-charging chamber.

10. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, a super-charging chamber external to said working cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pro-compression piston, an air inlet to said working cylinder through said crank case and working cylinder piston, said working cylinder piston having inlet check valve means therein, and an exhaust valve and a fuel inlet in said working cylinder head, said base having a valved connection to said super-charging chamber, said pre-compression cylinder having a valved connection to said super-charging chamber.

11. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pro-compression cylinder, a super-charging chamber external to said working cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and working cylinder piston, said working "cylinder piston having inlet check valve means therein, and an exhaust valve and a fuel inlet in said working cylinder head, said base having a valved connection to said super-chargin chamber, said pre-compression cylinder having a valved connection to said supercharging chamber, said working cylinder piston having means adapted to actuate the valve of said valved connections.

12. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a pre-compression cylinder having a piston on said rod member, a crank case connected to said pre-compression cylinder, at super-charging chamber external to said working cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pro-compression piston, an air inlet to said working cylinder through said crank case and working cylinder piston, said working cylinder piston having inlet check valve means therein and an exhaust valve and a fuel inlet in said working cylinder head, said base having a port connection to said supercharging chamber, said pre-compression cylinder havin a port connection to said super-charging chamber, a valve adapted to alternately open and close said ports, said working cylinder. piston having means adapted to actuate said valve to open said base port and close said pre-compression cylinder port.

13. An internal combustion engine comprising a working cylinder having a base and a head, a piston in said cylinder having a rod member reciprocable through said base, a ore-compression cylinder having a piston on said rod member, a crank case connected to said pro-compression cylinder, a super-charging chamber external to said working cylinder, a crank shaft extending through said crank case, a connecting rod connected to said crank shaft and pre-compression piston, an air inlet to said working cylinder through said crank case and working cylinder piston, said working cylinder piston having inlet check valve means therein and an exhaust valve and a fuel inlet in said working cylinder head, said base having a port connection to said supercharging chamber, said pro-compression cylinder having a port connection to said super-charging chamber, a valve adapted to alternately open and close said ports, said working cylinder piston having pin means adapted to actuate said valve to open said base port and close said pre-compression cylinder port.

14. In an internal combustion engine having a working cylinder, a pro-compression cylinder, pistons therein having a crank and cam shaft connection, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said exhaust valve, a. push rod for said rocker arm actuatable from the cam shaft and means to vary the amount of opening of said exhaust valve as the engine load varies, said last means including an adjustable push rod stroke limiting sleeve and a hydraulic control motor adapted to actuate said sleeve.

15. In an internal combustion engine having a working cylinder, a pre-compression cylinder and super-charging chamber, pistons therein having a crank and cam shaft connection, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said exhaust valve, a push rod for said rocker arm actuatable from the cam shaft and means to vary the amount of opening of said exhaust valve as the super-charging chamber pressure varies.

16. In an internal combustion engine having a working cylinder, pro-compression cylinders and super-charging chamber, pistons therein having a crank and cam shaft connection, means to provide a supply of fuel under pressure, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said valve, a push rod for said rocker arm actuatablefiom the crank and cam shaft and means to differentially vary the amount of opening of said exhaust valve as the super-charging chamber and fuel pressures vary.

17. In an internal combustion engine having a working cylinder, 9, pre-compression cylinder, pistons therein having a crank and cam shaft connection, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said valve, a push rod for said rocker arm actuatable from the crank and cam shaft and means to vary the amount of opening of said exhaust valve as the engine load varies, said last means including an adjustable push rod stroke limiting sleeve having a sprocket, a chain on said sprocket, and a hydraulic control motor adapted to actuate said sleeve.

18. In an internal combustion engine having a working cylinder, a pre-compression cylinder and super-charging chamber, pistons therein having a crank shaft connection, means to provide a supply of fuel under pressure, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said valve, a push rod for said rocker arm actuatable from the crank shaft, means to vary the amount of opening of said exhaust valve, and a hydraulic motor control regulator responsive to differentials of said super-charging chamber and fuel supply pressures.

19. In an internal combustion engine having a working cylinder, a pre-compression cylinder and super-charging chamber, pistons therein having a crank shaft connection, means to provide a supply of fuel under pressure, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said valve, a push rod for said rocker arm actuatable from the crank shaft, means to vary the amount of opening of said exhaust valve, and a hydraulic motor control regulator responsive to differentials of said super-charging chamber and fuel and lubricating oil supply pressures.

20. In an internal combustion engine having a working cylinder, 3, pre-compression cylinder and super-charging chamber, pistons therein having a crank shaft connection, means to provide a supply of fuel under pressure, and inlet valve means, in combination an exhaust valve for said working cylinder, a rocker arm mounting for said valve, a push rod for said rocker arm actuatable from the crank shaft, means to vary the amount of opening of said exhaust valve, a hydraulic motor control regulator responsive to differentials of said super-charging chamber and fuel and lubricating oil supply pressures, and centrifugal pressure control means for said lubricating oil supply.

21. In an internal combustion engine having a working cylinder, a pre-compression cylinder and super-charging chamber, pistons therein having a crank shaft connection, means to provide a supply of fuel under pressure, and inlet valve means, in combination an exhaust valve for said working cylinder, a, rocker arm mounting for said valve, a push rod for said rocker arm actuatable from the crank shaft, means to vary the amount of opening of said exhaust valve, a hydraulic motor control regulator responsive to differentials of said super-charging chamber and fuel and lubricating oil supply pressures, and centrifugal pressure control means for said lubricating oil supply comprising a rotatable valve sleeve having ports and ball valves for said ports.

22. In an internal combustion engine, in combination, Working cylinders, pre-compression cylinders and a super-charging chamber, cylinder heads having fuel inlet and pre-combustion means, exhaust valves, a crank case for each precompression cylinder, and air inlet means to said cylinders over and around said cylinder heads and through said crank cases, said air inlet means adapted to cool said cylinder heads and cylinder surfaces.

CARL B. SUES.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 628,125 Sharpneck July 4, 1899 876,020 Salter Jan. 7, 1908 950,162 Stahl Feb. 22, 1910 968,200 Scott Aug. 23, 1910 1,040,472 Wade Oct. 8, 1912 1,041,162 Read Oct. 15, 1912 1,162,789 Loane Dec. 7, 1915 1,175,018 Seymour Mar. 14, 1916 1,507,090 Ruehman Sept. 2, 1924 1,760,737 Boden May 27, 1930 1,933,002 Beyer Oct. 31, 1933 1,972,881 Geisse Sept. 11, 1934 

